CN101413449A - Homogenous charge compression ignition engine and controlling method of the engine - Google Patents
Homogenous charge compression ignition engine and controlling method of the engine Download PDFInfo
- Publication number
- CN101413449A CN101413449A CNA200810171126XA CN200810171126A CN101413449A CN 101413449 A CN101413449 A CN 101413449A CN A200810171126X A CNA200810171126X A CN A200810171126XA CN 200810171126 A CN200810171126 A CN 200810171126A CN 101413449 A CN101413449 A CN 101413449A
- Authority
- CN
- China
- Prior art keywords
- exhaust
- lift amount
- air inlet
- timing
- hcci
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 12
- 230000006835 compression Effects 0.000 title abstract description 9
- 238000007906 compression Methods 0.000 title abstract description 9
- 238000002485 combustion reaction Methods 0.000 claims abstract description 98
- 238000010304 firing Methods 0.000 claims description 61
- 239000000446 fuel Substances 0.000 claims description 59
- 230000007246 mechanism Effects 0.000 claims description 27
- 230000008859 change Effects 0.000 claims description 10
- 230000003111 delayed effect Effects 0.000 abstract description 2
- 230000000052 comparative effect Effects 0.000 description 25
- 230000002028 premature Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 5
- 230000008901 benefit Effects 0.000 description 4
- 238000002347 injection Methods 0.000 description 4
- 239000007924 injection Substances 0.000 description 4
- 230000015572 biosynthetic process Effects 0.000 description 3
- 238000007599 discharging Methods 0.000 description 3
- 230000007812 deficiency Effects 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 238000010791 quenching Methods 0.000 description 2
- 230000000171 quenching effect Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 239000007921 spray Substances 0.000 description 2
- 230000001052 transient effect Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 238000005474 detonation Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000002269 spontaneous effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B11/00—Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
- F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
- F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
- F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/002—Controlling intake air by simultaneous control of throttle and variable valve actuation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Valve Device For Special Equipments (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
The invention discloses a homogenous charge compression ignition engine and a controlling method of the engine. A controller (5) sets a negative valve overlap period, during which both of an intake valve (11) and an exhaust valve (12) are closed, such that not all the burned gas is discharged from a combustion chamber (10). When switching the combustion mode from the spark ignition combustion to the HCCI combustion, the controller (5) executes following operations a), b), and c): a): switching (t1) the intake lift amount from a first intake lift amount (IL1) to a second intake lift amount (IL2), such that intake opening timing (ITopn) is delayed relative to an exhaust top dead center (TDC); b): switching (t3) the exhaust lift amount (EL1) from a first exhaust lift amount to a second exhaust lift amount (EL2) after the operation a); and c) delaying (t3) the exhaust closing timing relative to a reference exhaust closing timing (ETcls0), such that the internal EGR amount (Qegr) is generated.
Description
Technical field
The present invention relates to a kind of homogeneous charging compressing ignition motor (hcci engine).In hcci engine of the present invention, combustion mode can be switched between homogeneous charging compression and combustion (HCCI burning) and spark ignition combustion (SI burning).
Background technique
In recent years, homogeneous charging compressing ignition (HCCI) motor has been caused attention, and this motor is carried out various researchs.Can obtain good fuel economy and the thermal efficiency and low emission from hcci engine.In the hcci engine of some type, fuel is directly injected in the firing chamber during intake stroke.That is, have only air to be sucked firing chamber and the fuel very first time and air mixing the firing chamber from gas-entered passageway.Yet, in most of hcci engines, fuel in gas-entered passageway and air mixing so that produce mixed gas.This mixed gas is supplied to the firing chamber from gas-entered passageway.
Along with piston rises when the compression stroke of motor, the temperature that is contained in the mixed gas of inside, firing chamber increases and pressure raises, and makes that mixed gas is spontaneous to light.An obstacle that the actual use of hcci engine input need will be overcome is that to allow homogeneous charging compressing ignition (HCCI) burning to be stabilized the engine running scope of control still narrow.In order to overcome this obstacle, tend in stationary engine, carry out the HCCI burning, normally used operating range is narrow in the stationary engine, for example is used for the gas engine of GHP (gas-fired heat pump).
In the real-world operation of hcci engine, often use engine low rotation speed scope, medium speed scope, low-load range and middle load range.The running state of motor of having given chapter and verse is switched combustion mode between HCCI combustion range and spark ignition (SI) combustion range.Spark ignition (SI) burning is carried out in high engine speed range, extremely low load range and high-load range.
Japanese laid-open patent communique No.2007-16685 discloses a kind of controlling method, and wherein this method switches to the HCCI burning from spark ignition combustion, increases the internal EGR amount when making air fuel ratio rarer.When switching to from spark ignition combustion HCCI when burning, when combustion mode still is in spark ignition combustion, increase to the air inflow of motor, thereby make air fuel ratio rarer.When making air fuel ratio thinning, the internal EGR amount increases.Thereafter, spark ignition combustion switches to the HCCI burning via stratified mixture combustion.
According to the controlling method of above-mentioned communique, when combustion mode still is in spark ignition combustion, that is, when still being difficult to carry out the HCCI burning, produce internal EGR gas.Because internal EGR gas has high temperature, so spark ignition combustion and HCCI burning can be carried out simultaneously.This can cause significant torque ripple.
Further, in the controlling method of this communique, the temporary transient stratified-charge combustion of carrying out when switching to the HCCI burning from spark ignition combustion.Air fuel ratio is rarer to have increased throttle opening effectively with the flammable state lower leaf charge combustion that improves spark ignition combustion making.Yet stratified-charge combustion need directly inject fuel into " the in-cylinder injection device " in the firing chamber.That is the inner cylinder direct injection system need comprise the in-cylinder injection device of inject high pressure fuel.Above-mentioned communique thereby have manufacture cost and the shortcoming of power loss aspect.Further, the part advantage that stratified-charge combustion has been eliminated the HCCI burning, the i.e. reduction of the raising of fuel economy and discharging are carried out in transition.
Summary of the invention
A target of the present invention is to suppress the moment of torsion generation rapid change of hcci engine when spark ignition combustion switches to the HCCI burning when combustion mode.
According to an aspect of the present invention, provide a kind of homogeneous charging compressing ignition motor (HCCI).Described hcci engine can switch combustion mode between HCCI burning and spark ignition combustion.Described hcci engine comprises the firing chamber and pistons reciprocating in described firing chamber.Described piston limits the exhaust top dead center of described firing chamber.Described hcci engine comprises intake valve and exhaust valve.The air inlet variable valve actuator for air changes the air inlet lift amount, and described air inlet lift amount is the lift amount of intake valve.Described air inlet lift amount is set at the first air inlet lift amount and is set at the second air inlet lift amount in described HCCI burning in described spark ignition combustion.Described air inlet variable valve actuator for air can be controlled air inlet and open timing, and it is the unlatching timing of described intake valve that timing is opened in described air inlet.Exhaust variable valve mechanism changes the exhaust lift amount, and described exhaust lift amount is the lift amount of exhaust valve.Described exhaust lift amount is set at the first exhaust lift amount and is set at the second exhaust lift amount in described HCCI burning in described spark ignition combustion.Described exhaust variable valve mechanism can control the exc. timing, and described exc. timing is the timing of closing of exhaust valve.The reference exc. timing that setting will be used in described HCCI burning.Controller is controlled described air inlet variable valve actuator for air and described exhaust variable valve mechanism.Described controller is set the internal EGR amount by being set in all closed negative valve overlap time period of wherein said intake valve and described exhaust valve, make not all spent gas all discharge from the firing chamber, described internal EGR amount is included in the amount that remains in the spent gas in the firing chamber when described HCCI burns.When combustion mode when described spark ignition combustion switches to described HCCI burning, described controller carry out following operation a), b) and c):
A): described air inlet lift amount is switched to the described second air inlet lift amount from the described first air inlet lift amount, make described air inlet open timing and postpone with respect to described exhaust top dead center;
B): a) afterwards described exhaust lift amount is switched to the described second exhaust lift amount from the described first exhaust lift amount in operation; And
C): with reference to the timing of exc. timing retard exc., make to produce described internal EGR amount with respect to described.
According to below in conjunction with the description of the drawings, be appreciated that other aspects of the present invention and advantage, wherein accompanying drawing illustrates principle of the present invention by way of example.
Description of drawings
The present invention is considered to have the feature of novelty and specifically sets forth in appending claims.By understanding the present invention and purpose and feature best, wherein with reference to following current preferred implementation and the description of the drawings:
Fig. 1 is the structural drawing according to the hcci engine of one embodiment of the present invention;
Fig. 2 is the chart that the relation between engine load and the engine speed is shown and the operating range of hcci engine in HCCI burning and spark ignition combustion of Fig. 1 is shown;
Fig. 3 illustrates when (a) full admission lift amount when spark ignition combustion switches to the HCCI burning of the hcci engine of Fig. 1, (b) throttle opening, (c) fuel duty, (d) maximum exhaust lift amount, (e) internal EGR gas flow and (f) timing diagram of torque ripple;
Air inlet lift amount when Fig. 4 A is the time point t0 that is illustrated among Fig. 3 in spark ignition combustion and the timing diagram of exhaust lift amount;
Fig. 4 B is the timing diagram that the state that when time point t1 air inlet lift amount reduces from the state shown in Fig. 4 A is shown wherein;
Fig. 5 A is the timing diagram that the state that when time point t3 exhaust lift amount reduces from the state shown in Fig. 4 B is shown wherein;
Fig. 5 B is the timing diagram of the HCCI burning when being illustrated in time t4, and wherein exc. timing ETcls from the state shown in Fig. 5 A in advance;
Fig. 6 is the chart that illustrates according to the in-cylinder pressure P of second comparative examples; And
Fig. 7 is the chart that the IMEP (indicated mean effective pressure) of this example (solid line is filled circular), first comparative examples (dotted line, triangle) and second comparative examples (alternately the length dotted line is filled rhombus) is shown.
Embodiment
Fig. 1 to Fig. 7 illustrates an embodiment of the invention.Fig. 1 illustrates the hcci engine 1 according to a mode of execution.
As shown in Figure 1, hcci engine 1 has firing chamber 10, gas-entered passageway 11p, intake valve 11v, exhaust valve 12v, exhaust passage 12p and piston 20.Gas-entered passageway 11p is connected with firing chamber 10.The operating condition of hcci engine 1 is switched between HCCI burning and spark ignition combustion according to the operating condition such as engine load and revolution of described motor.ECU (electronic control unit) the 5th, the controller of the operating condition of switching hcci engine 1.Thus, combustion mode is switched between the spark ignition combustion of HCCI burning that reduces fuel consumption and increase outputting power as required.
Gas-entered passageway 11p is provided with mixing portion 4.Fuel is supplied to mixing portion 4 from the fuel tank (not shown) through fuel feed passage 2p, makes air and fuel mix in mixing portion 4.Can use gasoline or the gaseous fuel such as town gas or LPG as described fuel.Mixing portion 4 is Carburetors.If use described gas to act as a fuel, then mixing portion 4 can be a mixer.
Gas-entered passageway 11p between mixing portion 4 and the firing chamber 10 is provided with closure 3.Fuel feed passage 2p is provided with fuel valve 2v.The function of fuel valve 2v is the feeding mechanism that acts as a fuel.The running of ECU5 control fuel valve 2v, closure 3, intake valve 11v, spark plug 60c and exhaust valve 12v.Spark plug 60c is the igniting portion that uses when spark ignition combustion.Spark plug 60c can use so that flameholding when the HCCI burning switches to spark ignition combustion in combustion mode.ECU5 controls fuel valve 2v, closure 3, intake valve 11v, spark plug 60c and exhaust valve 12v respectively through actuating cable 5a to 5e.
The aperture of ECU 5 control fuel valve 2v is so that be controlled to the fuel duty F of gas-entered passageway 11p.
Closure 3 has a 3c, blade 3v and stepper motor (not shown).Blade 3v rotates around axle 3c.ECU 5 controls the aperture of described stepper motor with control blade 3v, that is, throttle opening TA.Thus, controlled from gas-entered passageway 11p to the firing chamber 10 air inlet supply.In the present embodiment, the air inlet to firing chamber 10 is meant the mixed gas that produces in mixing portion 4.
ECU 5 control air inlet variable valve actuator for air 11a and the 12a of exhaust variable valve mechanism.Air inlet variable valve actuator for air 11a and the 12a of exhaust variable valve mechanism change such as the lift amount of intake valve 11v and exhaust valve 12v and the variable valve actuator for air of the valve characteristic the timing of valve On/Off according to the operating condition of hcci engine 1.
Air inlet variable valve actuator for air 11a is via lift amount and the On/Off timing of intake cam 11c control intake valve 11v.In this embodiment, the lift amount representative intake valve characteristic of intake valve 11v.The maximum lift of full admission lift amount IL representative intake valve 11v.The unlatching timing of timing ITopn representative intake valve 11v is opened in air inlet.Be used to carry out the air inlet unlatching timing ITopn of HCCI burning as reference air inlet unlatching timing ITopn0.That is, open timing ITopn0 representative with reference to air inlet and open timing ITopn corresponding to the air inlet of aflame engine load of HCCI and engine speed.
The 12a of exhaust variable valve mechanism is via lift amount and the On/Off timing of exhaust cam 12c control exhaust valve 12v.In this embodiment, the lift amount of exhaust valve 12v is represented the exhaust valve characteristic.Maximum exhaust lift amount EL represents the maximum lift of exhaust valve 12v.Exc. timing ETcls represents the timing of closing of exhaust valve 12v.Be used to carry out the exc. timing ETcls of HCCI burning as reference exc. timing ETcls0.That is, with reference to the exc. timing ETcls of exc. timing ETcls0 representative corresponding to aflame engine load of HCCI and engine speed.
As Japanese laid-open patent communique No.5-106411 and No.10-18826 were disclosed, intake cam 11c switched between low lift cams of air inlet and air inlet high-lift cam.ECU5 uses described air inlet high-lift cam and uses described air inlet to hang down lift cams when setting the second air inlet lift amount IL2 when setting the first air inlet lift amount IL1.The full admission lift amount is set at the first air inlet lift amount IL1 in spark ignition combustion, and is set at the second air inlet lift amount IL2 in the HCCI burning.The first air inlet lift amount IL1 is greater than the second air inlet lift amount IL2.ECU 5 switches intake cam 11c according to the operating condition of hcci engine 1 between low lift cams of described air inlet and described air inlet high-lift cam.Thus, full admission lift amount IL changes.
Similarly, exhaust cam 12c switches between low lift cams of exhaust and exhaust high-lift cam.ECU 5 uses described exhaust high-lift cam and uses described exhaust to hang down lift cams at the setting second exhaust lift amount EL2 when setting the first exhaust lift amount EL1.Maximum exhaust lift amount is set at the first exhaust lift amount EL1 and is set at the second exhaust lift amount EL2 in the HCCI burning in spark ignition combustion.The first exhaust lift amount EL1 is greater than the second exhaust lift amount EL2.
Intake cam 11c is arranged on the admission cam shaft (not shown).The power that produces in the firing chamber 10 is transferred to described admission cam shaft so that rotation intake cam 11c via the bent axle of hcci engine 1.The end of described admission cam shaft (not shown) is provided with the intake cam gear.Described intake cam gear transfers to described admission cam shaft with the driving force of described bent axle.ECU 5 controls phase difference between described intake cam gear and the described admission cam shaft according to known method.Similarly, exhaust cam 12c is arranged on the exhaust cam shaft (not shown).Equally, the power that produces in the firing chamber 10 is transferred to described exhaust cam shaft so that rotation exhaust cam 12c.The end of described exhaust cam shaft (not shown) is provided with the exhaust cam gear.Described exhaust cam gear transfers to described exhaust cam shaft with the driving force of described bent axle.ECU 5 controls phase difference between described exhaust cam gear and the described exhaust cam shaft according to known method.
ECU 5 control air inlet variable valve actuator for air 11a and the 12a of exhaust variable valve mechanism are so that provide the negative valve overlap time period when HCCI burns.Thus, produce internal EGR gas and execution HCCI burning.The negative valve overlap time period is near the time period all closed when exhaust valve 12v during this time period and intake valve 11v are piston is positioned at exhaust top dead center TDC.Exhaust top dead center TDC is the top dead center of the exhaust stroke of motor when finishing.During the HCCI burning, ECU 5 is set at relative exhaust top dead center TDC in advance with exc. timing ETcls.Because a part of spent gas residue is in firing chamber 10, so produce internal EGR gas.Internal EGR amount Qegr representative remain in the firing chamber 10 and not from the spent gas of its discharge and temporary transient from the firing chamber 10 summations of discharging and when exhaust valve 12v opens subsequently, being back to through exhaust valve 12v then the spent gas of firing chamber 10 from exhaust passage 12p.That is internal EGR amount Qegr comprises the amount that remains in the spent gas till next burn cycle in the firing chamber 10.Internal EGR gas is extended to till the next burn cycle in firing chamber 10.Internal EGR gas with high temperature mixes with the mixed gas that newly is supplied to firing chamber 10.This has increased the temperature in the firing chamber 10.Therefore, improved the combustibility of described mixed gas when HCCI burns.The length of 5 described negative valve overlap time periods of control of ECU is so that control the timing of lighting of HCCI burning to a certain extent.The temperature of firing chamber 10 is represented the cylinder temperature of hcci engine 1.
Fig. 2 illustrates the HCCI burning of hcci engine 1 and the operating range separately of spark ignition combustion.Chart shown in Figure 2 has the pivotal axis of representing engine load and the horizontal axis of representing engine speed.The spark ignition combustion scope is surrounded the HCCI combustion range.The various switching modes of the various burnings of arrow representative shown in Figure 2 from spark ignition combustion to HCCI.Switching mode shown in Fig. 3 to 5B is the example of various combustion mode switching modes shown in Figure 2.
Fig. 3 to 5B illustrates according to present embodiment and burns to the switching mode of spark ignition combustion from HCCI.
Pivotal axis among Fig. 3 illustrates:
(a) full admission lift amount IL;
(b) intake valve aperture TA;
(c) fuel duty F;
(d) maximum exhaust lift amount EL;
(e) the internal EGR amount Qegr in the firing chamber 10; And
(f) torque T of hcci engine.
Horizontal axis among Fig. 3 is represented the number of burn cycle.Fig. 3 illustrates:
(A) the steady running time period of spark ignition combustion (SI burning);
(B) section switching time of burning from spark ignition combustion to HCCI; And
(C) the steady running time period of HCCI burning.
ECU 5 control full admission lift amount IL, throttle opening TA, fuel duty F and maximum exhaust lift amount EL, thereby control internal EGR amount Qegr and torque T.
Fig. 4 A, 4B, 5A and 5B illustrate when combustion mode and switch to HCCI the air inlet lift amount and the exhaust lift amount in when burning from spark ignition combustion.The first air inlet lift amount and the first exhaust lift amount when Fig. 4 A is illustrated in the steady running of spark ignition combustion.That is Fig. 4 A is illustrated in the intake cam profile of the intake valve 11v of time point t0 place among Fig. 3 and the exhaust cam profile of exhaust valve 12v.The second air inlet lift amount and the second exhaust lift amount when Fig. 5 B is illustrated in the steady running of HCCI burning.That is Fig. 5 B is illustrated in the intake cam profile of the intake valve 11v of time point t4 place among Fig. 3 and the exhaust cam profile of exhaust valve 12v.Horizontal axis among Fig. 4 A to 5B illustrates crank angle.Pivotal axis among Fig. 4 A to 5B illustrates air inlet lift amount and exhaust lift amount.
Shown in Fig. 3 (b), the time point t0 place of throttle opening TA when spark ignition combustion is set at first segment valve opening TA1, and the time point t4 place when HCCI burns is set at the second throttle opening TA2.First segment valve opening TA1 is less than the second throttle opening TA2.
In the present embodiment, the second throttle opening TA2 is set at the complete opening state of closure 3.In gas-entered passageway 11p, between with respect to the upstream portion of closure 3 and downstream part, produce pressure reduction.Downstream portion office with respect to closure 3 in gas-entered passageway 11p produces air-intake negative-pressure.Atmospheric pressure is among the gas-entered passageway 11p in the upstream portion with respect to closure 3.The second throttle opening TA2 preferably is set at the complete opening state of closure 3 so that more reduce pumping loss near the air-intake negative-pressure of atmospheric pressure by setting.First segment valve opening TA1 is the essential throttle opening of spark ignition combustion, depends on the operating range of hcci engine 1.
Shown in Fig. 3 (c), the time point t0 place of fuel duty F when spark ignition combustion is set at the first fuel duty F1, and the time point t4 place when HCCI burns is set at the second fuel duty F2.The first fuel duty F1 is greater than the second fuel duty F2.The second fuel duty F2 is set at the HCCI necessary amount of burning, and depends on the operating range of hcci engine 1.
Shown in Fig. 3 (e), the time point t0 place of internal EGR amount Qegr in spark ignition combustion is set at zero, and is set at reference to internal EGR amount Qegr0 at the aflame time point t4 of HCCI place.With reference to internal EGR amount Qegr0 is the HCCI necessary internal EGR amount of burning, and depends on the operating range of hcci engine 1.
Solid line among Fig. 4 A is represented the first air inlet lift amount IL1 and the first exhaust lift amount EL1.Be shown in dotted line the second air inlet lift amount IL2 and the second exhaust lift amount EL2 among Fig. 4 A.That is in Fig. 4 A to 5B, dotted line is represented comparative examples.
Shown in Fig. 3 (a), ECU5 switches to second air inlet lift amount IL2 with full admission lift amount IL from the first air inlet lift amount IL1 at time point t1 place.Fig. 4 B illustrate intake valve 11v and then switch after or the state after the time point t1 and then.In other words, Fig. 4 B illustrates and then described full admission lift amount IL and switches to the state after the second air inlet lift amount IL2 of solid line representative from the first air inlet lift amount IL1 of with dashed lines representative.Air inlet variable valve actuator for air 11a switches to described air inlet high-lift cam so that switch full admission lift amount IL with intake cam 11c from the low lift cams of described air inlet.Therefore, full admission lift amount IL reduces, and the valve duration of intake valve reduces.The minimizing of the valve duration of described intake valve has changed IO Intake Valve Opens/close timing.In other words, timing ITopn delay is opened in air inlet.ECU5 switches to the second air inlet lift amount IL2 with full admission lift amount IL from the first air inlet lift amount IL1, makes air inlet open timing ITopn and postpones with respect to exhaust top dead center TDC.
Shown in Fig. 3 (d), ECU 5 switches to second exhaust lift amount EL2 with maximum exhaust lift amount EL from the first exhaust lift amount EL1 at time point t3 place.That is prior to switching to the second exhaust lift amount EL2 at time point t3 place from the first exhaust lift amount EL1, ECU 5 switches to the second air inlet lift amount IL2 at time point t1 place from the first air inlet lift amount IL1.
In the present embodiment, ECU 5 opens air inlet at time point t1 place timing ITopn and is set at reference to air inlet and opens timing ITopn0.That is air inlet is opened timing ITopn and and then is set at after the first air inlet lift amount IL1 switches to the second air inlet lift amount IL2 with reference to air inlet unlatching timing ITopn0.
Shown in Fig. 4 B, when when the first air inlet lift amount IL1 switches to the second air inlet lift amount IL2, ECU 5 opens timing ITopn with respect to exhaust top dead center TDC retarded admission.Thus, when being in negative pressure, the inside of firing chamber 10 begins air inlet.This causes air inlet to spray in the firing chamber 10.Correspondingly, strengthen the adiabatic compression effect of firing chamber 10, made the temperature of firing chamber 10 be able to effective rising.Timing ITopn is called intake valve 11v with respect to the delay of exhaust top dead center TDC delay unlatching is opened in air inlet.Thereby carry out HCCI burning, and no longer need the spark ignition of spark plug 60c in reliable mode.ECU 5 is in the spark ignition that stops spark plug 60c when the first air inlet lift amount IL1 switches to the second air inlet lift amount IL2.That is ECU5 switches to the HCCI burning with combustion mode from spark ignition combustion when switching intake valve 11v.
Because the delay of timing ITopn with respect to exhaust top dead center TDC opened in air inlet, so the adiabatic compression effect makes it possible to realize the HCCI burning.Thereby ECU 5 beginnings produce internal EGR amount Qegr in the HCCI burning.Thus, prevent that ECU 5 beginnings from for example producing internal EGR amount Qegr under the state of HCCI burning difficulty therein.That is ECU 5 can prevent from wherein to carry out simultaneously the appearance of the state of spark ignition combustion and HCCI burning.Therefore, shown in the solid line among Fig. 3 (f), prevent that the torque T of hcci engine 1 from changing suddenly.
Dotted line among Fig. 3 (f) is represented the torque curve of first comparative examples.First comparative examples is meant wherein to carry out simultaneously from the first air inlet lift amount IL1 and switches to the second air inlet lift amount IL2 and switch to the situation of the second exhaust lift amount EL2 from the first exhaust lift amount EL1.That is, in first comparative examples, when switching to the HCCI burning from spark ignition combustion, when switching to the second exhaust lift amount EL2, the first exhaust lift amount EL1 producing the internal EGR amount.That is in first comparative examples, internal EGR amount Qegr produces when the first intake valve aperture TA1.In first comparative examples, moment of torsion is because air inflow little and unexpected variation about internal EGR amount Qegr.That is in first comparative examples, torque T temporarily and significantly reduces shown in the dotted line among Fig. 3 (f).
In time period from time point t2 to time point t4, ECU 5 increases to the second throttle opening TA2 with throttle opening from first segment valve opening TA1 shown in Fig. 3 (b), and shown in Fig. 3 (c) fuel duty F is reduced to the second fuel duty F2 from the first fuel duty F1 simultaneously.
That is ECU 5 switches to the second air inlet lift amount IL2 at time point t1 place from the first air inlet lift amount IL1, thereby combustion mode is switched to the HCCI burning from spark ignition combustion.Thereafter, after time point t2 and time point t2, ECU 5 control throttle opening TA and fuel duty F.At time point t3 place, ECU 5 switches to the second exhaust lift amount EL2 from the first exhaust lift amount EL1, makes exc. timing ETcls postpone with respect to reference exc. timing ETcls0.Thus, set up under lap.
Fig. 6 illustrates second comparative examples.In second comparative examples, in burn cycle, the first air inlet lift amount IL1 switches to the second air inlet lift amount IL2 at time point t1.In next burn cycle, exc. timing ETcls switches to reference to exc. timing ETcls0.The pivotal axis of Fig. 6 is represented in-cylinder pressure P, perhaps the pressure in the firing chamber when this under lap is set up.The horizontal axis signature song Shaft angle of Fig. 6.The zero degree of described crank angle is represented exhaust top dead center TDC.In second comparative examples, premature ignition can take place.
Fig. 6 illustrates the P of in-cylinder pressure separately in final spark ignition combustion circulation, HCCI circulation, the 2nd HCCI circulation, the 3rd HCCI circulation and the 4th HCCI circulation.Final spark ignition combustion circulation is meant the final burn cycle of spark ignition when spark ignition combustion switches to the HCCI burning.The one HCCI circulation is meant and follows described final spark ignition combustion circuit burn cycle closely.That is HCCI circulation is meant first burn cycle of HCCI burning after the first air inlet lift amount IL1 switches to the second air inlet lift amount IL2.The 2nd HCCI circulation is meant the burn cycle that follows a HCCI burn cycle closely.In second comparative examples, exc. timing ETcls switched to reference to exc. timing ETcls0 in the 2nd HCCI cycle period.That is, set in the 2nd HCCI cycle period with reference to internal EGR amount Qegr0.
As shown in Figure 6, near the in-cylinder pressure P the exhaust top dead center TDC increases continuously through final spark ignition combustion circulation, HCCI circulation, the 2nd HCCI circulation, the 3rd HCCI circulation and the 4th HCCI circulation in second comparative examples.This is because circulate the deficiency so air inflow becomes owing to carry out first to fourth HCCI under the situation that intake valve aperture TA is maintained the first intake valve aperture TA1.This has reduced moment of torsion.That is, in second comparative examples shown in Figure 6, produce in the burn cycle of internal EGR gas after and then the first air inlet lift amount IL1 switches to the second air inlet lift amount IL2 that its temperature has increased by the adiabatic compression effect owing to HCCI burning.Thereby, shown in the regional AA of the dotted line limit among Fig. 6, near excessive increase exhaust top dead center TDC in second to the 4th HCCI circulation of the temperature in the firing chamber 10.This has increased the probability of premature ignition and detonation.
In order to solve problem shown in Figure 6, the ECU 5 of present embodiment is switching to the second exhaust lift amount EL2 from the first exhaust lift amount EL1 after the first air inlet lift amount IL1 switches to the second air inlet lift amount IL2, thereby has postponed exc. timing ETcls with respect to reference exc. timing ETcls0.Thus, controlled internal EGR amount Qegr in reliable mode.Thereby, according to present embodiment, prevented that the temperature in the firing chamber 10 from excessively increasing after and then the first air inlet lift amount IL1 switches to the second air inlet lift amount IL2.Further, prevented fuel duty F deficiency.
In time period from time point t2 to time point t4, ECU 5 increases to the second intake valve aperture TA2 with the intake valve aperture from first segment valve opening TA1 shown in Fig. 3 (b), and shown in Fig. 3 (c) fuel duty F is reduced to the second fuel duty F2 from the first fuel duty F1 simultaneously.Thus, the fuel in the firing chamber 10 is thinning gradually.Therefore, when excessively heating up in suppressing firing chamber 10, motor 1 is changed to the steady running of HCCI burning.Further suppressed to switch to torque ripple in time period of HCCI burning at spark ignition combustion.
Shown in Fig. 3 (d), ECU 5 switches to second exhaust lift amount EL2 with maximum exhaust lift amount EL from the first exhaust lift amount EL1 at time point t3 place.In the present embodiment, ECU 5 switches to the second exhaust lift amount EL2 from the first exhaust lift amount EL1 shown in Fig. 5 A, makes exc. timing ETcls postpone with respect to reference exc. timing ETcls0.Thus, in firing chamber 10, produce internal EGR amount Qegr.Thereby, and then appear at internal EGR amount Qegr in the firing chamber 10 after the time point t3 less than reference internal EGR amount Qegr0.This has suppressed excessively to heat up in the firing chamber 10.
The dotted line representative that length among Fig. 5 A replaces is with reference to exc. timing ETcls0.With reference to exc. timing ETcls0 in advance with respect to exhaust top dead center TDC.The exc. timing ETcls corresponding with the second exhaust lift amount EL2 with respect to exhaust top dead center TDC in advance.Therefore, " switching to the second exhaust lift amount EL2 from the first exhaust lift amount EL1 makes exc. timing ETcls postpone with respect to reference exc. timing ETcls0 " thus be meant that switching to the second exhaust lift amount EL2 from the first exhaust lift amount EL1 makes exc. timing ETcls be in reference between exc. timing ETcls0 and the exhaust top dead center TDC.
During time period from time point t3 to time point t4, ECU 5 is advanced to exc. timing ETcls with reference to exc. timing ETcls0 shown in the arrow among Fig. 5 A.That is exc. timing ETcls is away from exhaust top dead center TDC, and more approaching with reference to exc. timing ETcls0.Therefore, shown in Fig. 3 (e), internal EGR amount Qegr significantly increased in the time period from time point t3 to time point t4.
After shifting to an earlier date exc. timing ETcls, ECU 5 increases intake valve aperture TA and reduces fuel duty F shown in Fig. 3 (b).Fig. 5 B illustrates with reference to exc. timing ETcls0.Internal EGR amount Qegr increases to gradually with reference to internal EGR amount Qegr0.Thereby, when having suppressed torque ripple, combustion mode can be switched to the HCCI burning from spark ignition combustion.
Fig. 7 is the chart of IMEP (indicated mean effective pressure) that the experimental result of this example, first comparative examples and second comparative examples is shown.IMEP (indicated mean effective pressure) is that hypothesis produces the value that obtains by the average gas pressure that constantly changes under the situation of constant gas pressure in the expansion stroke of hcci engine 1 piston 20 moves to time period of lower dead center from top dead center TDC in.Horizontal axis among Fig. 7 is represented the quantity of burn cycle.In Fig. 7, be the 0th burn cycle with a HCCI cycle sets.
In Fig. 7, represent this example by connecting the solid line of filling circular (●) formation.Represent first comparative examples by connecting the dotted line of filling triangle (▲) formation.Represent second comparative examples by the dotted line that the length that connects filling rhombus (◆) formation replaces.First comparative examples is meant wherein carries out the situation that switches to the second air inlet lift amount IL2 and switch to the second exhaust lift amount EL2 from the first exhaust lift amount EL1 from the first air inlet lift amount IL1 simultaneously in HCCI circulation.Second comparative examples is meant such situation: wherein, in HCCI circulation, the first air inlet lift amount IL1 switches to the second air inlet lift amount IL2, and in the 2nd HCCI circulation, the first exhaust lift amount EL1 switches to the second exhaust lift amount EL2 makes exc. timing ETcls become with reference to exc. timing ETcls0.
As shown in Figure 7, the IMEP of this example is smooth.Yet the IMEP of first comparative examples significantly descends in HCCI circulation.The IMEP of second comparative examples significantly descends in the 2nd HCCI circulation.Therefore, compare with first and second comparative examples, this example has obviously suppressed the unexpected variation of moment of torsion.
Present embodiment has following advantage.
(1) before switching to the second exhaust lift amount EL2 from the first exhaust lift amount EL1, ECU5 switches to the second air inlet lift amount IL2 at time point t1 place with the first air inlet lift amount IL1, makes air inlet open timing ITopn and postpones with respect to exhaust top dead center TDC.Therefore, when combustion mode switches to HCCI when burning from spark ignition combustion, the intake stroke of hcci engine 1 becomes negative pressure by in-cylinder pressure P and begins.This causes air inlet to spray in the firing chamber 10.Correspondingly, the adiabatic compression effect of firing chamber 10 allows the temperature of firing chamber 10 effectively to raise.Thus, carried out the HCCI burning in reliable mode.
In addition, at time point t3 place, ECU 5 switches to the second exhaust lift amount EL2 with the first exhaust lift amount EL1, makes exc. timing ETcls postpone with respect to reference exc. timing ETcls0.Therefore, and then the first exhaust lift amount EL1 switches to after the second exhaust lift amount EL2, and the internal EGR amount Qegr in the firing chamber 10 is less than reference internal EGR amount Qegr0.Can prevent to carry out simultaneously the appearance of the state of spark ignition combustion and HCCI burning.Thereby can prevent abnormal combustion such as premature ignition, and suppress the unexpected variation of moment of torsion.The present invention need be in the stratified-charge combustion between spark ignition combustion and the HCCI burning.This has eliminated the necessity of mechanism complicated and expensive such as the in-cylinder injection system.Maximized the advantage of HCCI burning, that is fuel economy improves and discharging reduces.
(2) in time period from time point t1 to time point t3, ECU 5 control throttle opening TA and fuel duty F.That is, when switching to the second air inlet lift amount IL2 to time point t3 from the first air inlet lift amount IL1 from time point t1 the time, ECU 5 switches to time period inner control intake valve aperture TA and the fuel duty F of the second exhaust lift amount EL2 from the first exhaust lift amount EL1.
Therefore, in the time period from time point t1 to time point t3, TA controls the air inflow that enters in the firing chamber 10 by the control throttle opening.Equally, control the combustion regime of hcci engine 1 by control fuel duty F.Thereby can be when preventing premature ignition and unexpected quenching spark ignition combustion be changed to the HCCI burning.Thus, further be suppressed at the torque ripple of section switching time.
(3) in the time period from time point t1 to time point t3, ECU 5 reduces fuel duty F, increases throttle opening TA simultaneously.Prevent premature ignition and unexpected quenching reliably, and further suppressed torque ripple.
(4) at time point t3 place after the first exhaust lift amount EL1 switches to the second exhaust lift amount EL2, ECU 5 is advanced to exc. timing ETcls with reference to exc. timing ETcls0.Thereby can increase internal EGR amount Qegr gradually.Thereby, when further suppressing torque ripple, combustion mode can be switched to the HCCI burning from spark ignition combustion.
(5) air inlet variable valve actuator for air 11a switches to the low lift cams of air inlet with intake cam 11c from the air inlet high-lift cam.The 12a of exhaust variable valve mechanism switches to the low lift cams of exhaust with exhaust cam 12c from the exhaust high-lift cam.Therefore, different with the variable valve actuation mechanism of complexity such as the Electromagnetic Drive type is that air inlet variable valve actuator for air 11a and the 12a of exhaust variable valve mechanism have simple structure.
Preferred implementation can be carried out following modification.
Shown in the dotted line that the length among Fig. 4 B replaces, and then at time point t1 place after the first air inlet lift amount IL1 switches to the second air inlet lift amount IL2, timing ITopn is opened in air inlet can open timing ITopn0 in advance with respect to the reference air inlet.That is in the time period from time point t1 to time point t3, ECU 5 can open timing ITopn with air inlet and open timing ITopn0 in advance with respect to the reference air inlet in control intake valve aperture TA and fuel duty F.In this case, owing to air inlet is opened timing ITopn with respect to exhaust top dead center TDC delay, so " open timing ITopn0 with respect to the reference air inlet and shift to an earlier date air inlet unlatching timing ITopn " is meant that air inlet unlatching timing ITopn opens timing ITopn0 from the reference air inlet and changes towards exhaust top dead center TDC.
ECU 5 judges whether the unlatching of air inlet in advance timing ITopn based on the operating condition of hcci engine 1 in spark ignition combustion.That is if the burning in the prediction hcci engine 1 smartens when the second air inlet lift amount IL2, then timing ITopn is opened in air inlet in advance.Thus, in the intake stroke of hcci engine 1, the induction air flow ratio that flows into firing chamber 10 from gas-entered passageway 11p reduces.The adiabatic compression effect of firing chamber 10 is suppressed, and makes that the temperature in the firing chamber 10 can excessively not increase.Thus, prevent premature ignition at an easy rate.In the time period from time point t3 to time point t4, ECU 5 opens timing ITopn with air inlet and is delayed to reference to air inlet unlatching timing ITopn0 when being advanced to exc. timing ETcls with reference to exc. timing ETcls0.
Can switch such as the valve lift amount of intake valve 11v and the intake valve characteristic the timing of valve On/Off by electromagnetic drive mechanism.Similarly, can switch such as the valve lift amount of exhaust valve 12v and the exhaust valve characteristic the timing of valve On/Off by electromagnetic drive mechanism.
The second intake valve aperture TA2 can be less than the complete opening state of closure 3.
Air inlet variable valve actuator for air 11a can have the mechanism that is used to change full admission lift amount IL independently and be used to change valve opening/the close mechanism of timing.Similarly, the 12a of exhaust variable valve mechanism can have the mechanism that is used to change maximum exhaust lift amount EL independently and be used to change valve opening/the close mechanism of timing.
When spark ignition combustion switched to the HCCI burning, spark plug 60c can carry out spark ignition auxiliaryly, so that the flameholding of hcci engine 1.ECU 5 can be independent of the running control spark ignition of air inlet variable valve actuator for air 11a and the 12a of exhaust variable valve mechanism.
Claims (7)
1. a homogeneous charging compressing ignition (HCCI) motor (1), wherein said hcci engine (1) allow to switch combustion mode between HCCI burning and spark ignition combustion, and described hcci engine (1) comprising:
Firing chamber (10);
Pistons reciprocating (20) in described firing chamber (10), described piston (20) limit the exhaust top dead center (TDC) of described firing chamber (10);
Intake valve (11v);
Exhaust valve (12v);
Be used to change the air inlet variable valve actuator for air (11a) of air inlet lift amount (IL), described air inlet lift amount (IL) is the lift amount of described intake valve (11v), wherein said air inlet lift amount (IL) is set at the first air inlet lift amount (IL1) and is set at the second air inlet lift amount (IL2) in described HCCI burning in described spark ignition combustion, described air inlet variable valve actuator for air (11a) can be controlled air inlet and open timing (ITopn), and it is the unlatching timing of described intake valve (11v) that timing (ITopn) is opened in described air inlet;
Be used to change the exhaust variable valve mechanism (12a) of exhaust lift amount (EL), described exhaust lift amount (EL) is the lift amount of described exhaust valve (12v), wherein said exhaust lift amount (EL) is set at the first exhaust lift amount (EL1) and is set at the second exhaust lift amount (EL2) in described HCCI burning in described spark ignition combustion, described exhaust variable valve mechanism (12a) can control exc. timing (ETcls), described exc. timing (ETcls) is the timing of closing of described exhaust valve (12v), and is set in the reference exc. timing of using in the described HCCI burning (ETcls0);
Controller (5), described controller (5) are used to control described air inlet variable valve actuator for air (11a) and described exhaust variable valve mechanism (12a),
Wherein, described hcci engine (1) is characterised in that, described controller (5) is set internal EGR amount (Qegr) by setting all closed negative valve overlap time period of wherein said intake valve (11v) and described exhaust valve (12v), make not all spent gas all discharge from described firing chamber (10), described internal EGR amount (Qegr) is included in the amount that remains in the spent gas in the described firing chamber (10) when described HCCI burns
When with described combustion mode when described spark ignition combustion switches to described HCCI burning, described controller (5) carry out following operation a), b) and c):
A): described air inlet lift amount is switched (t1) to the described second air inlet lift amount (IL2) from the described first air inlet lift amount (IL1), make described air inlet open timing (ITopn) and postpone with respect to described exhaust top dead center (TDC);
B): a) afterwards described exhaust lift amount is switched (t3) to the described second exhaust lift amount (EL2) from the described first exhaust lift amount (EL1) in operation; And
C): postpone (t3) described exc. timing (ETcls) with respect to described with reference to exc. timing (ETcls0), the feasible described internal EGR amount (Qegr) that produces.
2. hcci engine as claimed in claim 1 (1) is characterized in that, further comprises closure (3), and the aperture (TA) of wherein said closure (3) is controlled, so that be controlled to the air inflow of described firing chamber (10),
Wherein, described controller (5) can be controlled fuel duty (F), and described fuel duty (F) is the fuel quantity that is supplied to described firing chamber (10), and
Described controller (5) switches to the described second air inlet lift amount (IL1) in the described first air inlet lift amount (IL1) and (t1) switches to (t3) before described throttle opening of time period (t1 to t3) inner control (TA) and described fuel duty (F) of the described second exhaust lift amount (EL2) afterwards and in the described first exhaust lift amount (EL1).
3. hcci engine as claimed in claim 2 (1) is characterized in that, further comprises the gas-entered passageway (11p) that is communicated with described firing chamber (10), and described fuel duty (F) is supplied to described gas-entered passageway (11p),
Wherein, described controller (5) reduces described fuel duty (F) when increasing described throttle opening (TA), thereby described fuel duty (F) is set at the essential amount of described HCCI burning.
4. hcci engine as claimed in claim 2 (1) is characterized in that, described controller (5) shifts to an earlier date described air inlet and opens timing (ITopn) in control described intake valve aperture (F) and described fuel duty (F).
5. as each described hcci engine (1) in the claim 1 to 4, it is characterized in that described controller (5) is advanced to described exc. timing (ETcls) described with reference to exc. timing (ETcls0) the described first exhaust lift amount (EL1) being switched to the described second exhaust lift amount (EL2) afterwards.
6. as each described hcci engine (1) in the claim 1 to 4, it is characterized in that described air inlet variable valve actuator for air (11a) has low lift cams of the air inlet that activates described intake valve (11v) and air inlet high-lift cam,
Wherein, described exhaust variable valve mechanism (12a) has low lift cams of the exhaust that activates described exhaust valve (12v) and exhaust high-lift cam,
Described air inlet variable valve actuator for air (11a) switches described air inlet lift amount (IL) by the low lift cams of described air inlet is switched to described air inlet high-lift cam, and
Described exhaust lift amount (EL) is switched by the low lift cams of described exhaust is switched to described row's high-lift cam in described exhaust variable valve mechanism (12a).
7. method that is used to control homogeneous charging compressing ignition (HCCI) motor (1), wherein said hcci engine (1) allow to switch combustion mode between HCCI burning and spark ignition combustion, and described hcci engine (1) comprising:
Firing chamber (10);
Pistons reciprocating (20) in described firing chamber (10), described piston (20) limit the exhaust top dead center (TDC) of described firing chamber (10);
Intake valve (11v);
Exhaust valve (12v);
Be used to change the air inlet variable valve actuator for air (11a) of air inlet lift amount (IL), described air inlet lift amount (IL) is the lift amount of described intake valve (11v), wherein said air inlet lift amount (IL) is set at the first air inlet lift amount (IL1) and is set at the second air inlet lift amount (IL2) in described HCCI burning in described spark ignition combustion, described air inlet variable valve actuator for air (11a) can be controlled air inlet and open timing (ITopn), and it is the unlatching timing of described intake valve (11v) that timing (ITopn) is opened in described air inlet; And
Be used to change the exhaust variable valve mechanism (12a) of exhaust lift amount (EL), described exhaust lift amount (EL) is the lift amount of described exhaust valve (12v), wherein said exhaust lift amount (EL) is set at the first exhaust lift amount (EL1) and is set at the second exhaust lift amount (EL2) in described HCCI burning in described spark ignition combustion, described exhaust variable valve mechanism (12a) can control exc. timing (ETcls), described exc. timing (ETcls) is the timing of closing of described exhaust valve (12v), and is set in the reference exc. timing of using in the described HCCI burning;
Described method is characterised in that and comprises:
Produce internal EGR amount (Qegr) by being set in all closed negative valve overlap time period of wherein said intake valve (11v) and described exhaust valve (12v), make not all spent gas all discharge from described firing chamber (10), described internal EGR amount (Qegr) is included in the amount that described HCCI remains in the spent gas in the described firing chamber (10) period of combustion
When with described combustion mode when described spark ignition combustion switches to described HCCI burning, carry out following operation a), b) and c):
A): described air inlet lift amount is switched (t1) to the described second air inlet lift amount (IL2) from the described first air inlet lift amount (IL1), make described air inlet open timing (ITopn) and postpone with respect to described exhaust top dead center (TDC);
B): a) afterwards described exhaust lift amount is switched (t3) to the described second exhaust lift amount (EL2) from the described first exhaust lift amount (EL1) in operation; And
C): postpone (t3) described exc. timing (ETcls) with respect to described with reference to exc. timing (ETcls0), the feasible described internal EGR amount (Qegr) that produces.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2007-267498 | 2007-10-15 | ||
| JP2007267498A JP4858397B2 (en) | 2007-10-15 | 2007-10-15 | Premixed compression ignition engine |
| JP2007267498 | 2007-10-15 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101413449A true CN101413449A (en) | 2009-04-22 |
| CN101413449B CN101413449B (en) | 2011-09-28 |
Family
ID=40514556
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200810171126XA Expired - Fee Related CN101413449B (en) | 2007-10-15 | 2008-10-15 | Homogenous charge compression ignition engine and controlling method of the engine |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US8522730B2 (en) |
| JP (1) | JP4858397B2 (en) |
| KR (1) | KR101014285B1 (en) |
| CN (1) | CN101413449B (en) |
| DE (1) | DE102008042834B4 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102787925A (en) * | 2011-05-20 | 2012-11-21 | 通用汽车环球科技运作有限责任公司 | System and method for torque control in a homogeneous charge compression ignition engine |
| CN102822505A (en) * | 2010-03-25 | 2012-12-12 | 罗伯特·博世有限公司 | Method and device for handling uncontrolled combustion in an internal combustion engine of a motor vehicle |
| CN102877958A (en) * | 2011-07-13 | 2013-01-16 | 通用汽车环球科技运作有限责任公司 | Method and apparatus for engine operation in homogeneous charge compression ignition and spark ignition |
| CN103195596A (en) * | 2012-01-06 | 2013-07-10 | 通用汽车环球科技运作有限责任公司 | Spark ignition to homogenous charge compression iginition transition control systems and methods |
| CN107345499A (en) * | 2016-05-05 | 2017-11-14 | 通用汽车环球科技运作有限责任公司 | The system and method for controlling the valve timing in engine |
Families Citing this family (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102005031241A1 (en) * | 2005-07-01 | 2007-01-04 | Fev Motorentechnik Gmbh | Variable valve train of a piston internal combustion engine |
| JP4858398B2 (en) * | 2007-10-15 | 2012-01-18 | 株式会社豊田自動織機 | Premixed compression ignition engine |
| DE102010000747A1 (en) * | 2010-01-08 | 2011-07-14 | Robert Bosch GmbH, 70469 | Method for controlling HCCI combustion in a reactor of an internal combustion engine |
| US8235012B2 (en) | 2010-01-13 | 2012-08-07 | GM Global Technology Operations LLC | Method for controlling combustion mode transitions in an internal combustion engine |
| US8091527B1 (en) * | 2010-09-08 | 2012-01-10 | GM Global Technology Operations LLC | Method and apparatus for managing combustion mode transitions in an internal combustion engine |
| DE102010056514A1 (en) * | 2010-12-31 | 2012-07-05 | Fev Gmbh | Method for reduction of nitrogen oxide emission in diesel engine of motor car, involves providing parts of exhaust gas to form residue exhaust gas in chamber, and adjusting residue gas and/or ratio between parts of gas in chamber |
| US9267451B2 (en) * | 2011-09-27 | 2016-02-23 | GM Global Technology Operations LLC | Method and apparatus for controlling combustion noise in an internal combustion engine |
| JP5756400B2 (en) * | 2011-12-27 | 2015-07-29 | 本田技研工業株式会社 | Control device for compression ignition internal combustion engine |
| DE102012006342A1 (en) * | 2012-03-28 | 2013-10-02 | Daimler Ag | Method for operating an internal combustion engine |
| JP2013231428A (en) * | 2012-04-06 | 2013-11-14 | Nippon Soken Inc | Air intake system for internal combustion engine |
| AT513359B1 (en) * | 2012-08-17 | 2014-07-15 | Ge Jenbacher Gmbh & Co Og | Method for operating an internal combustion engine |
| JP5910423B2 (en) * | 2012-09-07 | 2016-04-27 | マツダ株式会社 | Spark ignition engine |
| JP5753142B2 (en) | 2012-09-19 | 2015-07-22 | 本田技研工業株式会社 | Combustion control device for internal combustion engine and method for burning homogeneous lean mixture |
| JP5994700B2 (en) * | 2013-03-25 | 2016-09-21 | マツダ株式会社 | Control device for spark ignition engine |
| JP5999069B2 (en) * | 2013-11-06 | 2016-09-28 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP5858971B2 (en) * | 2013-11-18 | 2016-02-10 | 三菱電機株式会社 | Control device and method for internal combustion engine |
| JP5866037B1 (en) * | 2015-01-14 | 2016-02-17 | 三菱電機株式会社 | Control device for internal combustion engine |
Family Cites Families (28)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05106411A (en) * | 1991-10-14 | 1993-04-27 | Toyota Motor Corp | Installation structure of variable valve timing device |
| JP3378737B2 (en) * | 1996-06-28 | 2003-02-17 | 株式会社オティックス | Variable valve mechanism |
| JP3982591B2 (en) * | 1997-03-07 | 2007-09-26 | 株式会社日本自動車部品総合研究所 | Diesel engine control device |
| JP4253426B2 (en) * | 1999-09-14 | 2009-04-15 | 日産自動車株式会社 | Compression self-ignition gasoline engine |
| JP2002004913A (en) * | 2000-06-26 | 2002-01-09 | Nissan Motor Co Ltd | Compression self-ignition type internal combustion engine |
| EP1310649B1 (en) * | 2000-08-17 | 2016-11-23 | Hitachi, Ltd. | Compression ignition internal combustion engine |
| JP4423775B2 (en) * | 2000-09-14 | 2010-03-03 | 日産自動車株式会社 | Variable valve operating device for internal combustion engine |
| JP2002188464A (en) | 2000-12-15 | 2002-07-05 | Denso Corp | Suction throttling device |
| JP4461617B2 (en) * | 2000-12-15 | 2010-05-12 | マツダ株式会社 | Diesel engine combustion control system |
| JP2002256872A (en) * | 2001-02-27 | 2002-09-11 | Fuji Heavy Ind Ltd | Control system for engine combustion |
| AT5720U1 (en) | 2001-09-25 | 2002-10-25 | Avl List Gmbh | Internal combustion engine |
| JP3927395B2 (en) | 2001-09-28 | 2007-06-06 | 株式会社日立製作所 | Control device for compression ignition engine |
| JP4024121B2 (en) | 2002-09-30 | 2007-12-19 | 本田技研工業株式会社 | Valve operating device for internal combustion engine |
| US7093568B2 (en) * | 2003-01-13 | 2006-08-22 | Ford Global Technologies, Llc | Control of autoignition timing in a HCCI engine |
| DE10348139A1 (en) * | 2003-10-16 | 2005-05-12 | Daimler Chrysler Ag | Method for operating an internal combustion engine |
| JP4281610B2 (en) * | 2004-04-27 | 2009-06-17 | 株式会社豊田自動織機 | Operation method of premixed compression self-ignition engine and premixed compression self-ignition engine |
| DE102004034505B4 (en) * | 2004-07-16 | 2018-01-04 | Daimler Ag | Method for operating an internal combustion engine |
| US7104243B2 (en) * | 2005-02-17 | 2006-09-12 | Ford Global Technologies, Llc | Reducing acoustic noise of an engine having electromechanical valves |
| DE112006000527B4 (en) * | 2005-03-03 | 2014-10-09 | General Motors Global Technology Operations, Inc. | Method for transitioning between a controlled auto-ignition mode and a spark-ignition mode for direct fuel injection engines |
| JP2007016685A (en) * | 2005-07-07 | 2007-01-25 | Nissan Motor Co Ltd | Internal combustion engine control device |
| JP4365812B2 (en) | 2005-09-15 | 2009-11-18 | 株式会社日立製作所 | Control device and control method for internal combustion engine |
| JP4564911B2 (en) * | 2005-09-30 | 2010-10-20 | 本田技研工業株式会社 | EGR control device for internal combustion engine |
| US7992541B2 (en) * | 2006-03-14 | 2011-08-09 | Ford Global Technologies, Llc | System and method for controlling auto-ignition |
| JP2007247479A (en) * | 2006-03-15 | 2007-09-27 | Hitachi Ltd | Control device of compression ignition type internal combustion engine |
| CN101016868B (en) * | 2006-04-03 | 2013-05-15 | 天津大学 | Energy-saving ultra low emission dual-mode homogeneous compression-ignition engine based on fully variable valve mechanism |
| DE102006033024A1 (en) * | 2006-07-17 | 2008-01-24 | Robert Bosch Gmbh | Computer-controlled process and assembly to switch direct fuel-injected piston engine operation from a first mode to a second mode |
| US7748355B2 (en) * | 2006-09-15 | 2010-07-06 | Ford Global Technologies, Llc | Approach for facilitating engine mode transitions |
| JP4687633B2 (en) * | 2006-11-14 | 2011-05-25 | 株式会社豊田自動織機 | Premixed compression ignition engine |
-
2007
- 2007-10-15 JP JP2007267498A patent/JP4858397B2/en not_active Expired - Fee Related
-
2008
- 2008-10-13 KR KR1020080100340A patent/KR101014285B1/en active IP Right Grant
- 2008-10-14 DE DE102008042834.5A patent/DE102008042834B4/en not_active Expired - Fee Related
- 2008-10-14 US US12/287,953 patent/US8522730B2/en active Active
- 2008-10-15 CN CN200810171126XA patent/CN101413449B/en not_active Expired - Fee Related
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102822505A (en) * | 2010-03-25 | 2012-12-12 | 罗伯特·博世有限公司 | Method and device for handling uncontrolled combustion in an internal combustion engine of a motor vehicle |
| US9228503B2 (en) | 2010-03-25 | 2016-01-05 | Robert Bosch Gmbh | Method and device for handling uncontrolled combustions in an internal combustion engine of a motor vehicle |
| CN102822505B (en) * | 2010-03-25 | 2016-02-24 | 罗伯特·博世有限公司 | For the treatment of the method and apparatus of the uncontrolled combustion in internal combustion engine of motor vehicle |
| CN102787925A (en) * | 2011-05-20 | 2012-11-21 | 通用汽车环球科技运作有限责任公司 | System and method for torque control in a homogeneous charge compression ignition engine |
| CN102787925B (en) * | 2011-05-20 | 2015-06-17 | 通用汽车环球科技运作有限责任公司 | System and method for torque control in a homogeneous charge compression ignition engine |
| CN102877958A (en) * | 2011-07-13 | 2013-01-16 | 通用汽车环球科技运作有限责任公司 | Method and apparatus for engine operation in homogeneous charge compression ignition and spark ignition |
| CN102877958B (en) * | 2011-07-13 | 2016-03-23 | 通用汽车环球科技运作有限责任公司 | For motor with homogeneous charge compression ignition igniting and the method and apparatus of spark-ignition operation |
| CN103195596A (en) * | 2012-01-06 | 2013-07-10 | 通用汽车环球科技运作有限责任公司 | Spark ignition to homogenous charge compression iginition transition control systems and methods |
| CN107345499A (en) * | 2016-05-05 | 2017-11-14 | 通用汽车环球科技运作有限责任公司 | The system and method for controlling the valve timing in engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2009097365A (en) | 2009-05-07 |
| CN101413449B (en) | 2011-09-28 |
| KR101014285B1 (en) | 2011-02-16 |
| KR20090038366A (en) | 2009-04-20 |
| JP4858397B2 (en) | 2012-01-18 |
| US20090095250A1 (en) | 2009-04-16 |
| DE102008042834B4 (en) | 2016-10-20 |
| US8522730B2 (en) | 2013-09-03 |
| DE102008042834A1 (en) | 2009-05-07 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101413449B (en) | Homogenous charge compression ignition engine and controlling method of the engine | |
| CN101413448B (en) | Homogenous charge compression ignition engine and controlling method of the engine | |
| US8607564B2 (en) | Automobile-mount diesel engine with turbocharger and method of controlling the diesel engine | |
| CN100594296C (en) | Method for operating four stroke gasoline direct injection control auto-ignition combustion engine | |
| CN102135038B (en) | The controlling method of motor and control gear | |
| CN102135040B (en) | Controlling method with supercharged engine and control gear | |
| US9470174B2 (en) | Control system and control method of spark ignition gasoline engine | |
| CN106762098B (en) | Low reactivity compression ignition opposed-piston engine | |
| US20130073186A1 (en) | Diesel engine for automobile, control device and control method | |
| US20100242901A1 (en) | Control of internal combustion engine | |
| US20090133391A1 (en) | Procedure and control unit for an accelerated heating of a catalyst in an exhaust gas system of a supercharged combustion engine with a variable valve control | |
| US10669926B2 (en) | Systems and methods of compression ignition engines | |
| JP2001152919A (en) | Compressed self-ignition gasoline engine | |
| JPH10252513A (en) | Method for controlling self-ignition in 4-stroke engine | |
| US10914259B2 (en) | Control device for pre-mixture compression ignition engine | |
| JP7167831B2 (en) | Compression ignition engine controller | |
| CN109931170A (en) | The control device of compression ignition engine | |
| CN103328775B (en) | There is quartastroke engine and the method for VVT | |
| EP3339616B1 (en) | Control device for internal combustion engine | |
| JP2005325818A (en) | Operation controller for engine | |
| EP2843208A1 (en) | Hybrid combustion control method of internal combustion engine and controller thereof, internal combustion engine, and automobile | |
| US20190226419A1 (en) | Hybrid combustion mode of internal combustion engine and controller thereof, internal combustion engine, and automobile | |
| JPH10252512A (en) | Compressed ignition internal combustion engine | |
| US10337427B2 (en) | Control device of compression self-ignition engine | |
| JP2003083118A (en) | Two-cycle self-ignition gasoline engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20110928 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |